DOWNLOAD PDF Land Rover ME7.2 Engine Management ON-BOARD DIAGNOSTICS Manual

ON-BOARD DIAGNOSTICS ME7.2 Engine Management

Vehicle Coverage:

New Range Rover 2005 MY

Land Rover

Revision Date: September 2004

Page 1 of 84

1

Contents

1 2

Contents Introduction 2.1 Inputs and Outputs 3 Mode $06 Data 4 OBD Drive Cycle Information 5 On Board Monitoring 5.1 Catalyst Monitoring 5.1.1 Description 5.1.2 Monitoring Structure 5.1.3 Block Diagram of System Operation 5.1.4 Drive Cycle Information 5.2 Misfire Monitoring 5.2.1 Description 5.2.2 Monitoring Structure 5.2.3 Fault Processing for Emissions Relevant Misfire 5.2.4 Drive Cycle Information 5.3 Secondary Air Injection System Monitoring 5.3.1 Description Monitoring Structure 5.3.3 Drive Cycle Information 5.4 Evaporative Emission System Leak Measurement 5.4.1 Description of Leak Measurement Monitoring Structure 5.4.3 Description of Evaporative Emission Canister Purge System Flow Check 5.4.4 Monitoring Structure 5.4.5 Drive Cycle Information 5.5 Fuel System Monitoring 5.5.1 Description Monitoring Structure 5.5.3 Drive Cycle Information 5.6 Oxygen Sensor Monitoring 5.6.1 Description Monitoring Structure 5.6.3 Oxygen Sensor Heater Monitoring Description 5.6.4 Oxygen Sensor Heater Monitoring Structure 5.6.5 Drive Cycle Information 5.7 Thermostat Monitoring Description Monitoring Structure

Land Rover

Revision Date: September 2004

2 5 5 7 10 12 12 12 13 15 16 17 17 18 21 22 23 23 24 25 26 26 29 34 34 39 40 40 42 44 45 45 46 48 49 53 55 55 56

Page 2 of 84

5.7.3 Drive Cycle Information 5.8 Positive Crankcase Ventilation (PCV) System Monitoring 5.8.1 Description 5.8.2 Drive Cycle Information 5.9 Crankshaft Speed and Position Sensor 5.9.1 Description 5.9.2 Drive Cycle Information 5.10 Camshaft Position Control Interface (VANOS) 5.10.1 Description 5.10.2 Drive Cycle Information 5.11 Engine Coolant Temperature Sensor 5.11.1 Description 5.11.2 Drive Cycle Information 5.13 Mass Airflow Sensor & Intake Air Temperature Sensor 5.13.1 Mass Airflow Sensor Description 5.13.2 Drive Cycle Information 5.13.3 Intake Air Temperature Sensor Description 5.13.4 Drive Cycle Information 5.14 Knock Sensor 5.14.1 Description 5.14.2 Drive Cycle Information 5.15 Fuel Tank Level Sensor 5.15.1 Description 5.15.2 Drive Cycle Information 5.16 Throttle Position Sensor 5.16.1 Description 5.16.2 Drive Cycle Information 5.17 Engine Control Module Self Test 5.17.1 Description 5.17.2 Drive Cycle Information 5.18 Ambient Air Temperature Interface 5.18.1 Description 5.18.2 Drive Cycle Information 5.19 Vehicle Speed Interface 5.19.1 Description 5.19.2 Drive Cycle Information 5.20 Transfer Box Control Module Interface 5.20.1 Description 5.20.2 Drive Cycle Information 5.21 CAN System 5.21.1 Description 5.21.2 Drive Cycle Information

Land Rover

59 60 60 62 63 63 63 64 64 65 66 66 67 68 68 68 69 70 71 71 71 73 73 73 74 74 75 76 76 76 77 77 77 78 78 78 79 79 79 80 80 80

Revision Date: September 2004

Page 3 of 84

5.22 Fuel Injectors 5.22.1 Description 5.22.2 Drive Cycle information 5.23 Idle Speed Control Actuator 5.23.1 Description 5.23.2 Drive Cycle Information 5.24 Electronic Throttle Interface 5.24.1 Description 5.24.2 Drive Cycle Information

Land Rover

81 81 81 83 83 83 84 84 84

Revision Date: September 2004

Page 4 of 84

2

Introduction

The Range Rover Petrol Engine Management System consists of the Bosch ME7.2 Engine Control Module (ECM) controlling the BMW 4.4L V8 M62 engine.

ME7.2 is a development of the Bosch M5.2.1 Engine Management System used on the Land Rover “Thor” V8 engine, the major difference being that ME7.2 is a “drive-by-wire” Engine Management system, i.e. ME7.2 has electronic throttle control.

Another significant system difference is the extensive use of a Controller Area Network (CAN) system to provide the interface to other vehicle systems.

2.1

Inputs and Outputs Input Signals

Land Rover

Monitored by OBD II?

•

Transmission Control Module (torque reduction request)

Yes - Bus check

•

Engine Coolant Temperature

Yes

•

Intake Air Temperature

Yes

•

Mass Airflow

Yes

•

Oxygen Sensors

Yes

•

Crankshaft Position/Speed

Yes

•

Camshaft Position

Yes

•

Throttle Position

Yes

•

Vehicle Speed

Yes

•

Knock Sensor

Yes

•

Driver Demand Sensor

No

•

Ambient Air Temperature (via CAN)

Yes (no MIL)

•

Soak Time (via CAN)

No

•

Fuel Level (via CAN)

Yes (no MIL)

•

Radiator Outlet Temperature

Yes

•

Cruise Control Switches

No

Revision Date: September 2004

Page 5 of 84

•

Brake Pedal Position

No

•

Transfer Gear Range (via CAN)

Yes (no MIL)

•

EVAP System (Leak Diagnosis Module – Pump Motor Current)

Yes

Monitored by OBD II?

Output Signals

Land Rover

•

Transmission Control Module

Yes – Signals checked separately

•

Throttle Actuator

Yes

•

Ignition Coils

Via Misfire Monitoring

•

Injection Valves

Yes

•

Secondary Air Injection Pump and Valve

Yes

•

EVAP Canister Purge Valve

Yes

•

Switching Valves (Variable Camshaft Timing)

Yes

•

Malfunction Indicator Lamp (MIL) (via CAN)

Not directly

•

EVAP System (Leak Diagnosis Module – Pump Motor and Solenoid Valve)

Yes

•

EVAP System (Leak Diagnosis Module – Heater)

Yes (no MIL)

•

Oxygen Sensor Heating

Yes

•

Fuel Pump Relay

No

•

Air Conditioning Compressor Relay

No

•

Auxiliary Engine Cooling Fan

No

•

Thermostat Heating Element

No

•

Engine Starter Relay

No

Revision Date: September 2004

Page 6 of 84

3

Mode $06 Data 1. This information needs to be used in conjunction with the monitor descriptions and data setting information. This gives the background on entry conditions and test limits.

2. Not all scan tools work the same way when outputting Mode 6 test data. Some report the raw values, some just report pass or fail.

3. Bit 7 of the Component ID identifies if a passing value must exceed the threshold and many scan tools take this into account when reporting mode 6 information. For example, the Bank 1 Sensor 1 response rate minimum check maybe reported with a component ID of 1, but the scan tool will in this instance show or interpret a test value that is below the threshold as failing and a value that exceeds the threshold as passing.

Catalyst Monitoring Test ID Comp. ID

01

05 06

Monitored Component

Test Value

Threshold

From ECM

Conversion Factor

From ECM

Conversion Factor

0 to 255 0 to 255

x 0.003906 x 0.003906

0 to 255 0 to 255

x 0.003906 x 0.003906

Bank 1 Catalyst Bank 2 Catalyst

Comments

Mean corrected value of the downstream sensor signal

Upstream Oxygen Sensors Test ID Comp. ID

02

Land Rover

7 8 19 130 11 12 137 138

Monitored Component

Bank 1 Sensor 1 Bank 2 Sensor 1 Bank 1 Sensor 1 Bank 2 Sensor 1 Bank 1 Sensor 1 Bank 2 Sensor 1 Bank 1 Sensor 1 Bank 2 Sensor 1

Test Value From ECM

Conversion Factor

0 to 65535 x 0.01

Threshold Units seconds

From ECM

Conversion Factor

0 to 65535 x 0.01

Comments Units seconds

Response rate maximum check Response rate minimum check

Divide by 25600, then subtract 1.28

Divide by 25600, then subtract 1.28

Revision Date: September 2004

Correction time maximum check Correction time minimum check

Page 7 of 84

Downstream Oxygen Sensors Test ID Comp. ID

02

7 8 19 130 11 12 137 138

Monitored Component

Bank 1 Sensor 1 Bank 2 Sensor 1 Bank 1 Sensor 1 Bank 2 Sensor 1 Bank 1 Sensor 1 Bank 2 Sensor 1 Bank 1 Sensor 1 Bank 2 Sensor 1

Test Value From ECM

Conversion Factor

0 to 65535 x 0.01

Threshold Units seconds

From ECM

Conversion Factor

0 to 65535 x 0.01

Comments Units seconds

Response rate maximum check Response rate minimum check

Divide by 25600, then subtract 1.28

Correction time maximum check

Divide by 25600, then subtract 1.28

Correction time minimum check

Evaporative Emission Control System – Canister Purge Valve Test ID Comp. ID

05

Test Value From ECM

Conversion Factor

Threshold Units

From ECM

Conversion Factor

Comments Units

0 to 65535 Subtract 32768, then divide by 512

none

0 to 65535 Subtract 32768, then divide by 512

none

136

0 to 32767 Divide by 4

rpm

0 to 32767 Divide by 4

rpm

136

Divide by 4

1 129

Land Rover

Monitored Component

Canister purge valve

Divide by 4

Revision Date: September 2004

Purge mixture check result (maximum) Purge mixture check result (minimum) Purge Valve idle speed control check (minimum) Purge Valve idle speed control check (minimum)

Page 8 of 84

Evaporative Emission Control System – Leak Check Test ID Comp. ID

05

149

Monitored Component

Gross leak

Test Value From ECM

Conversion Factor

0 to 65535 Divide by 163.84

Threshold Units mA

From ECM

Conversion Factor

0 to 65535 Divide by 163.84

Comments Units mA

152 19 146 20 23 150

Reference current check Current change after valve actuation Heater element Fine leak

0 to 255 Not applicable none 0 to 65535 Divide by mA 163.84

0 to 255 Not applicable none 0 to 65535 Divide by mA 163.84

Normal mode for 40 thou leak check Extended mode for 40 thou leak check Pump current too high Pump current too low Change over valve check Humidity counter check 20 thou leak check

Oxygen Sensor Heaters Test ID Comp. ID

06

Land Rover

15 16 29 30

Monitored Component

Bank 1 Sensor 1 Bank 2 Sensor 1 Bank 1 Sensor 1 Bank 2 Sensor 1

Test Value From ECM

Conversion Factor

0 to 65535 x 2

Threshold Units Ohms

From ECM

Conversion Factor

0 to 65535 x 2

Revision Date: September 2004

Comments Units Ohms

Heater internal resistance

Page 9 of 84

4

OBD Drive Cycle Information

The following drive cycles may be used to exercise the monitors described in this document.

Drive Cycle A 1 2 3 4

Switch on the ignition for 30 seconds.

Ensure engine coolant temperature is less than 60 °C. Start the engine and allow to idle for 2 minutes.

Connect a generic scan tool and check for fault codes.

Drive Cycle B 1 2 3 4 5 6 7 8

Switch ignition on for 30 seconds.

Ensure engine coolant temperature is less than 60 °C. Start the engine and allow to idle for 2 minutes.

Perform 2 light accelerations, i.e. 0 to 35 mph with light pedal pressure.

Perform 2 medium accelerations, i.e. 0 to 45 mph with moderate pedal pressure.

Perform 2 hard accelerations, i.e. 0 to 55 mph with heavy pedal pressure.

Allow engine to idle for 2 minutes.

Connect a generic scan tool and, with the engine still running, check for fault codes.

Drive Cycle C 1 2 3 4 5 6 7 8 9 10

Switch ignition on for 30 seconds.

Ensure engine coolant temperature is less than 60 °C. Start the engine and allow to idle for 2 minutes.

Perform 2 light accelerations, i.e. 0 to 35 mph with light pedal pressure.

Perform 2 medium accelerations, i.e. 0 to 45 mph with moderate pedal pressure.

Perform 2 hard accelerations, i.e. 0 to 55 mph with heavy pedal pressure.

Cruise at 60 mph for 8 minutes.

Cruise at 50 mph for 3 minutes.

Allow engine to idle for 3 minutes.

Connect a generic scan tool and, with the engine still running, check for fault codes.

Drive Cycle D 1 2 3

Switch ignition on for 30 seconds.

Ensure engine coolant temperature is less than 35 °C. Start the engine and allow to idle for 2 minutes.

Land Rover

Revision Date: September 2004

Page 10 of 84

4 5 6 7 8 9 10 11

Perform 2 light accelerations, i.e. 0 to 35 mph with light pedal pressure.

Perform 2 medium accelerations, i.e. 0 to 45 mph with moderate pedal pressure.

Perform 2 hard accelerations, i.e. 0 to 55 mph with heavy pedal pressure.

Cruise at 60 mph for 5 minutes.

Cruise at 50 mph for 5 minutes.

Cruise at 35 mph for 5 minutes.

Allow engine to idle for 2 minutes.

Connect a generic scan tool and check for diagnostic trouble codes.

Drive Cycle E 1 2 3 4 5 6

Ensure fuel tank is at least a quarter full.

Carry out drive cycle A. Switch off ignition.

Leave vehicle undisturbed for 20 minutes.

Switch on ignition.

Connect a generic scan tool and check for diagnostic trouble codes.

Drive Cycle F 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16

Switch ignition on for 30 seconds. o o Ensure Engine Coolant Temperature is less than 60 C (140 F).

Start Engine.

Ensure vehicle is in “High Range”.

Allow engine to idle for 2 minutes.

Cruise at 50 mph for 2 minutes.

Allow engine to idle for 2 minutes.

Select “Low Range“.

Allow engine to idle for 2 minutes.

Perform 2 light accelerations (0 to 10 mph with light pedal pressure).

Perform 2 medium accelerations (0 to 20 mph with moderate pedal pressure).

Cruise at 30 mph for 2 minutes.

Select “High Range”.

Cruise at 50 mph for 2 minutes.

Allow engine to idle for 2 minutes.

Connect a generic scan tool and check for diagnostic trouble codes.

Land Rover

Revision Date: September 2004

Page 11 of 84

5

On Board Monitoring

5.1

Catalyst Monitoring

5.1.1 Description Catalyst monitoring is based on the monitoring of oxygen storage capability. The (non-linear) correlation between conversion efficiency and storage capability has been shown in various investigations.

The engine closed loop feedback control results in regular lambda (normalised air/fuel ratio) oscillations in the exhaust gas. These oscillations are damped by the oxygen storage activity of the catalyst. The amplitude of the remaining lambda oscillations downstream of the catalyst indicates the storage capability.

The monitoring function compares the signal amplitudes obtained from the downstream oxygen sensors with modelled signal amplitudes. The modelled signal amplitudes are derived from a model of a borderline catalyst. If the measured amplitudes exceed those of the model, then the catalyst is considered to be defective.

Unlike the previous catalyst monitoring function, this operates over a single range of engine speed and load.

The monitoring function can be broken down into the following sub-sections: •

Computation of the downstream oxygen sensor signal amplitudes

•

Modelling of a borderline catalyst and the downstream oxygen sensor signal amplitudes

•

Signal evaluation

•

Fault processing

•

Function enable criteria

Land Rover

Revision Date: September 2004

Page 12 of 84

5

On Board Monitoring

5.1

Catalyst Monitoring

5.1.1 Description Catalyst monitoring is based on the monitoring of oxygen storage capability. The (non-linear) correlation between conversion efficiency and storage capability has been shown in various investigations.

The engine closed loop feedback control results in regular lambda (normalised air/fuel ratio) oscillations in the exhaust gas. These oscillations are damped by the oxygen storage activity of the catalyst. The amplitude of the remaining lambda oscillations downstream of the catalyst indicates the storage capability.

The monitoring function compares the signal amplitudes obtained from the downstream oxygen sensors with modelled signal amplitudes. The modelled signal amplitudes are derived from a model of a borderline catalyst. If the measured amplitudes exceed those of the model, then the catalyst is considered to be defective.

Unlike the previous catalyst monitoring function, this operates over a single range of engine speed and load.

The monitoring function can be broken down into the following sub-sections: •

Computation of the downstream oxygen sensor signal amplitudes

•

Modelling of a borderline catalyst and the downstream oxygen sensor signal amplitudes

•

Signal evaluation

•

Fault processing

•

Function enable criteria

Land Rover

Revision Date: September 2004

Page 12 of 84

5.1.2 Monitoring Structure Start

no

Calculate catalyst model & amplitudes of modelled O2S & downstream O2S

Catalyst temperature (model) > limit ? yes

no

Accumulate monitoring time

Oxygen sensors OK?

yes

yes no

EVAP Canister purge factor < limit? yes

no

yes Downstream amplitude > Modelled amplitude?

Accumulated time > limit?

No misfire present ?

yes no

yes

no

Catalyst OK

Normal A/F control enabled? yes

no

Catalyst deteriorated

Fault processing

Speed & load within monitoring range? yes

no

Land Rover

High range engaged ?

End no

Revision Date: September 2004

MIL

Page 13 of 84

Monitoring Cycle Computation of the Downstream Oxygen Sensor Signal Amplitudes The first step is the calculation of the amplitude of the signal oscillations of the oxygen sensor downstream of the catalyst. This is accomplished by extracting the oscillating signal component, computing the absolute value and averaging over time.

Modelling of a Borderline Catalyst and the Downstream Oxygen Sensor Signal Amplitudes The model simulates the oxygen storage capability of a borderline catalyst. The signal of the downstream oxygen sensor is simulated in the catalyst model; this is based on real-time engine operating data (air fuel ratio and airflow rate). The amplitude of the modelled signal oscillations is then calculated.

Signal Evaluation The signal amplitude of the downstream sensors is compared with the model over a given time. If these signal amplitudes exceed the modelled amplitudes, then the oxygen storage capability of the catalyst is less than that of a borderline catalyst.

Fault Processing If the test result for the catalyst in the vehicle shows a lower oxygen storage capability than the model, then a fault is detected and an internal flag will be set. If the fault is detected again during the next drive cycle, then the MIL will be illuminated and a diagnostic trouble code (DTC) stored.

Since the monitored engine has a catalyst for each of two cylinder banks, two evaluations are made with differing fault thresholds, one test is for deterioration in one of the catalysts and the second is at a reduced threshold to check for deterioration in both catalysts.

Function Enable Criteria The monitoring principle is based on the detection of relevant oscillations of the downstream oxygen sensor signal during regular lambda control. It is necessary to check the driving conditions to ensure that regular lambda control is possible, e.g. fuel cut-off not present. During these conditions and for a certain time afterwards, the computation of the amplitude values and their post-processing is suspended, so that a distortion of the monitoring information is avoided.

Land Rover

Revision Date: September 2004

Page 14 of 84

5.1.3 Block Diagram of System Operation

Rear Oxygen Sensor Voltage

Catalyst Deterioration Factor

Calculate Signal Amplitude

Signal Evaluation

Catalyst Temperature Model

Time Active

Engine Speed Enable Criteria

Engine Load

Amplitude Determination for the Modelled Signal Mass Airflow Air Fuel Ratio

Catalyst & Oxygen Sensor Signal Modelling

Fault Processing & Management

Bank 2 Deterioration Factor

MIL Land Rover

Revision Date: September 2004

Page 15 of 84

Catalyst Monitoring Operation Component/ Fault System Codes Catalyst

P0420/ P0430

Monitoring Strategy Description Oxygen storage capability

Malfunction Criteria

Threshold value

Secondary Parameter

Enable Conditions

Time Required

MIL Illumination

Bank 1 only (P0420) Or

> 0.301 Engine speed 1500 < RPM < 2800 100 sec/ two driving >0.211 and Engine load 18< Relative Load % <52 continuous cycles Bank 1 result >= Catalyst temperature > 340 °C Bank 2 and (model) Comparison (Bank 1 +Bank 2) Fuel system status closed loop of calculated > 0.500 EVAP canister purge vapor < 10 output voltage factor Or Measured Bank 2 only (P0430) > 0.301 Proportion of total fuel due >= 30% output voltage to purge (oscillation) Or >0.211 and Mass airflow at calculated < 5.56 ….. < 42.22 g/sec from rear Bank 1 result >= O2S load factor < 3.7 ….. < 5.4 l/sec Bank 2 and oxygen sensor (Bank 1 +Bank 2) Front Oxygen sensor Complete > 0.500 ageing test (P0133/53) 1.75x standard Transfer gears High range

If the above table does not include details of the following enabling conditions: - intake air and engine coolant temperature, vehicle speed range, and time after engine start-up then the state of these parameters has no influence upon the execution of the monitor.

5.1.4 Drive Cycle Information P0420 P0430

Land Rover

Drive Cycle C Drive Cycle C

Revision Date: September 2004

Page 16 of 84

5.2

Misfire Monitoring

5.2.1 Description The method of engine misfire detection is based on evaluating the engine speed fluctuations.

In order to detect misfiring at any cylinder the torque of each cylinder is evaluated by metering the time between two ignition events, which is a measure for the mean value of the speed of this angular segment. This means, a change of the engine torque results in a change of the engine speed.

Additionally the influence of the load torque will be determined. This means the influences of different road surfaces, e.g. pavement, pot holes etc.

If the mean engine speed is to be measured, influences caused by road surfaces have to be eliminated.

This method consists of the following main parts: •

data acquisition, adaptation of sensor wheel is included

•

calculation of engine roughness

•

comparison with a threshold depending on operating points

•

some extreme conditions, during which misfire detections should be disabled for a short time

•

fault processing, counting procedure of single misfire events

Land Rover

Revision Date: September 2004

Page 17 of 84

5.2.2 Monitoring Structure Start

Data Aquisition Segment Duration

no

Fuel shut off during Coasting Condition

Calculation of Engine Roughness and Threshold Comparison of Threshold with Engine Roughness no

yes

Adaptive Segment Duration Correction

yes Extreme Engine Operating Condition

yes

Fault Processing (--> MIL)

End

Land Rover

Revision Date: September 2004

Page 18 of 84

Monitoring Cycle Data acquisition The duration of the crankshaft segments is measured continuously for every combustion cycle.

Sensor wheel adaptation Within a defined engine speed range and during fuel cut-off, the adaptation of the sensor wheel tolerances, instead of misfire detection, is carried out.

With progressing adaptation the sensitivity of the misfire detection is increasing. The adaptation values are stored in a non-volatile memory and are taken into consideration for the calculation of the engine roughness.

Misfire detection The following operating steps are performed for each measured segment corrected by the sensor wheel adaptation.

Calculation of the engine roughness The engine roughness is derived from the differences of the segment durations. Different statistical methods are used to distinguish between normal changes of the segment duration and the changes due to misfiring.

Detecting of multiple misfiring If several cylinders are misfiring (e.g. alternating one combustion/one misfire event) the calculated engine roughness values may be so low, that the threshold is not exceeded during misfiring and therefore misfiring would not be detected.

Based on this fact, the periodicity of the engine roughness value is used as additional information during multiple misfiring. The engine roughness value is filtered and a new multiple filter value is created. If this filter value increases due to multiple misfiring, the roughness threshold is decreased.

By applying this strategy, multiple misfiring is detected reliably.

Calculation of the engine roughness threshold value The engine roughness threshold value consists of the base value, which is determined by a load/speed dependent map.

During warm-up an engine coolant temperature dependent correction value is added. In case of multiple misfiring the threshold is reduced by an adjustable factor. Without sufficient sensor wheel adaptation the engine roughness threshold is limited to a speed dependent minimum value.

A change of the threshold towards a smaller value is limited by a variation constant.

Determination of misfiring Misfire detection is performed by comparing the engine roughness threshold value with the engine roughness value.

If a misfire event is detected in a cylinder, the misfire detection of the next cylinder in firing order is deactivated to prevent a faulty diagnosis.

Statistics, fault processing Within an interval of 1000 crankshaft revolutions the detected misfiring events are added for each cylinder. If the sum of all cylinder misfire incidents exceeds a predetermined value, the fault code for emission relevant misfiring is preliminarily stored. If only one cylinder is misfiring, a cylinder selective fault code is stored. If more than one cylinder is misfiring, the fault code for multiple misfiring is also stored.

Within an interval of 200 crankshaft revolutions the detected number of misfiring events is weighted and calculated for each cylinder. The weighting factor is determined by a load/speed dependent map.

If the sum of cylinder misfire incidents exceeds a predetermined value, the fault code for indicating catalyst damage relevant misfiring is stored and the MIL is illuminated at once (blinking).

Land Rover

Revision Date: September 2004

Page 19 of 84

If the cylinder selective count exceeds the predetermined threshold, the following measures take place: • • •

the oxygen sensor closed loop system is switched to open loop the cylinder selective fault code is stored. If more than one cylinder is misfiring, the fault code for multiple misfire is also stored the fuel supply to the respective cylinder is cut-off

All misfire counters are reset after each interval.

Land Rover

Revision Date: September 2004

Page 20 of 84

5.2.3

Fault Processing for Emissions Relevant Misfire Start

Interval Counters A + 1 and B + 1

yes

Interval Counter A

no

no

Interval Counter B

yes

> 1000

> 200

Interval Counter A = 0 Cylinder Fault Counters A = 0

Interval Counter A = 0 Cylinder Fault Counters A = 0

yes

Misfire event

no

no

Sum of Faults Counters Ai exceeds emission relevant misfiring frequency

yes

Cylinder Fault Counter Bx + weighted value

Cylinder Fault Counter Ax + 1

yes

Misfire event

no no

Sum of Faults Counters Bi exceeds misfire frequency for Catalyst Damage

yes

MIL on at once (blinking)

MIL on (2 driving cycles)

End Land Rover

Revision Date: September 2004

Page 21 of 84

Misfire Monitoring Operation Component/ System Misfire

Monitoring Malfunction Strategy Criteria Description P0301/0302 Crankshaft FTP emissions P0303/0304 speed threshold number P0305/0306 fluctuation of excedance >> P0307/0308 once within the first P0316 Multiple 1000 revolutions misfire after engine start P0301/0302 >> four times after P0303/0304 the first 1000 P0305/0306 revolutions P0307/0308 have elapsed P0316 Multiple misfire P0301/0302 catalyst damage P0303/0304 P0305/0306 P0307/0308 Fault Codes

Threshold value

Secondary Parameter

Enable Conditions

> 2.0 %/ 1000 revolutions

Engine speed Engine load change Engine speed change Rough road (wheel) ASC Transfer gears

480 < RPM < 6100 < 32 % / revolutions <5300 RPM/sec 2 < 17 - 24 m/sec Not active High range

Time Required

MIL Illumination

1000 two driving revolutions/ cycles continuous

> 2.0 %/ 1000 revolutions

Mapped against engine load 200 immediately 23.0 - 12.5 % at 1000 rpm revolutions/ 16.2 - 9.0 % at 2000 rpm continuous 13.6 - 6.1 % at 3000 rpm 12.0 - 6.1 % at 4000 rpm P1315 Multiple 9.8 - 6.2 % at 5000 rpm misfire 8.6 - 8.0 %at 6000 rpm If the above table does not include details of the following enabling conditions: - intake air and engine coolant temperature, vehicle speed range, and time after engine start-up then the state of these parameters has no influence upon the execution of the monitor.

5.2.4 Drive Cycle Information P0316 P0301 P0302 P0303 P0304 P0306 P0307 P0308 P1315

Land Rover

Drive Cycle C Drive Cycle C Drive Cycle C Drive Cycle C Drive Cycle C Drive Cycle C Drive Cycle C Drive Cycle C Drive Cycle C

Revision Date: September 2004

Page 22 of 84

5.3

Secondary Air Injection System Monitoring

5.3.1 Description At cold start the secondary air injection pump and valve are switched on for their normal operating function. The secondary air delivered into the exhaust gas causes a lean mixture indicated by the output voltage of the front oxygen sensor.

Any time the oxygen sensor indicates a rich mixture (voltage > a fixed limit) within a predetermined time range and the calculation of the relative secondary air mass is < a defined threshold, the secondary air injection system appears to be faulty.

A correction procedure follows immediately after the secondary air injection system is switched off. The air fuel ratio influence is determined by the deviation of the lambda-controller.

If influence < a fixed threshold, finally a fault will be detected.

If influence > a fixed threshold the results of the diagnosis will be rejected As long as a lean mixture (voltage < a fixed limit) is indicated from the front oxygen sensor within a predetermined time range and the correction of air fuel ratio influence (after secondary air injection pump shuts-off) is < a fixed threshold a fault will also be detected.

Land Rover

Revision Date: September 2004

Page 23 of 84

5.3.2 Monitoring Structure Start of monitoring procedure No No

Required conditions fulfilled yes Oxygen sensor lean indication

No

Calculation of relative secondary air injection mass

Accumulated time lean indication > limit <= threshold

No

Yes Shut off secondary air injection pump

Intermediate part fault processing

Calculation/Correction of air fuel ratio influences

<= limit

Yes

Main part fault processing MIL

End of monitoring

Land Rover

Revision Date: September 2004

Page 24 of 84

Secondary Air Injection System Monitoring Operation Monitoring Malfunction Threshold Strategy Criteria value Description Secondary P0414/1413 circuit continuity – Voltage range B+ < 3 V Air short to GND (minimum) Injection P0412/0418 Circuit continuity – Voltage range B+ < 5 V System open circuit (minimum) I > 2.4 A P0413/1414 Circuit continuity – Current range short to B+ (maximum) O2S signal < 0.4 P0491/0492 Functional check (low flow limit) (rich indication) (including Air fuel ratio influence)

Component/ System

Fault Codes

Secondary Parameter

Enable Conditions

Battery voltage Engine speed

9.5 V < B+ < 17 V > 40 RPM

Time Required

MIL Illumination

immediately/ two driving continuous cycles

Mass Airflow 3.33 < m g/sec < 42.22 20....60 sec/ ECT 3 < ECT °C < 75 once per IAT 3 < IAT °C < 50 driving cycle Calculated air density > 0.68 O2S status Heated up Relative air mass integral > 0.475 A/F influence < 3600 g (secondary air mass) Battery voltage > 10.8 V Transfer gears High range

If the above table does not include details of the following enabling conditions: - intake air and engine coolant temperature, vehicle speed range, and time after engine start-up then the state of these parameters has no influence upon the execution of the monitor.

5.3.3 Drive Cycle Information P0414 P1413 P0412 P0418 P0413 P1414 P0491 P0492

Land Rover

Not Applicable Not Applicable Not Applicable Not Applicable Not Applicable Not Applicable Not Applicable Not Applicable

Revision Date: September 2004

Page 25 of 84

5.4

Evaporative Emission System Leak Measurement

5.4.1 Description of Leak Measurement The evaporative emission system monitoring permits the detection of leaks in the evaporative emission system with a diameter of 0.020" and or greater.

By means of a Diagnostic Module Tank Leakage (DM-TL), an electrical actuated pump located at the atmospheric connection of the evaporative emission canister, a pressure test of the evaporative emission system is performed in the following order: During the Reference Leak Measurement, the electrical actuated pump delivers through the reference restriction. The ECM system measures the pump’s electrical current consumption in this section.

throttlebody

EVAP canister purge valve

tank

EVAP canister

engine

solenoid

reference leak

ambient air

M pump

Land Rover

filter

Revision Date: September 2004

Page 26 of 84

During the Leak Measurement, the electrical actuated pump delivers through the EVAP canister into the fuel tank system. The pressure in the evaporative emission system may be up to 2500 Pa depending on the fuel level in the tank. The ECM measures the pump’s electrical current consumption. A comparison of the currents of the reference leak measurement and the leak measurement is a measure for the leakage in the tank.

throttlebody

EVAP canister purge valve

tank

EVAP canister

engine

solenoid

reference leak

ambient air pump

Land Rover

filter

Revision Date: September 2004

Page 27 of 84

After the test, the remaining pressure in the evaporative system is bled off through the EVAP canister by switching off the pump and solenoid.

EVAP canister purge valve

EVAP canister

Land Rover

Revision Date: September 2004

Page 28 of 84

5.4.2 Monitoring Structure

engine shut-down

end

No

release conditions met for leak detection

conditions

Yes

- voltage supply in range - engine control module (ECM) running-on - no RPM detected - ambient air temperature in range - elevation < threshold - EVAP canister load in range - fuel level in range - EVAP canister purge valve closed - no component errors (DMTL, solenoid valve, EVAP canister purge valve) detected - start driving cycle detected - transfer gears in high range

reference leak measurement

reference current > upper threshold for reference measurement

Yes

component error detected

Yes

component error detected

Yes

end

No reference current < lower threshold for reference measurement

No

humidity detected No rough leak measurement

filler cap removal - refueling

Yes

end

Yes

end

Yes

component error detected

No

humidity detected

No

min. pump current (while rough leak measurement) >= reference current + delta pump current

No

No

current (end of rough leak measurement) < 1. threshold

Yes

Land Rover

Revision Date: September 2004

Page 29 of 84

Yes

enhanced rough leak measurement

No

current (end of enhanced rough leak measurement) < 2. threshold

Yes

reference leak measurement

reference current > upper threshold for reference measurement

Yes

component error detected

Yes

component error detected

Yes

end

No No reference current < lower threshold for reference measurement

No

humidity detected

No

current (end of enhanced rough leak measurement) < 2. threshold

Yes

Rough Leak detected

No

Refueling detected or rough leak counter >= threshold

Yes

No

No Rough Leak detected

Diagnosis Frequency and MIL illumination Land Rover

Revision Date: September 2004

Page 30 of 84

Yes

small leak measurement

filler cap removal - refueling

Yes

end

Yes

end

No

humidity detected

No No current (end of small leak measurement) < reference current

Yes

reference leak measurement

reference current > upper threshold for reference measurement

Yes

component error detected

Yes

component error detected

Yes

end

No reference current < lower threshold for reference measurement

No

humidity detected

No

current (end of small leak measurement)

< reference current

Yes

small leak detected

No leak proof detected

Land Rover

Revision Date: September 2004

Page 31 of 84

Diagnosis Frequency and MIL illumination: No refueling detected; leak > 0.040"

Soak > 5h

Ignition

Driving Cycle

Soak > 5h

Driving Cycle

Soak > 5h

Driving Cycle

Soak > 5h

Driving Cycle

ON OFF

Leak diagnosis Cycle Bit If Leak detected: Failure Bit < 2 min after engine start (tank fuel level settled) MIL

Land Rover

ON OFF

Revision Date: September 2004

Page 32 of 84

Diagnosis Frequency and MIL illumination: After refueling detected; leak > 0.020"

Soak > 5h

Ignition

Driving Cycle

Soak > 5h

Driving Cycle

Soak > 5h

Driving Cycle

Soak > 5h

Driving Cycle

ON OFF

Refueling detected Leak diagnosis Cycle Bit If Leak detected: Failure Bit after engine start MIL

Land Rover

ON OFF

Revision Date: September 2004

Page 33 of 84

5.4.3 Description of Evaporative Emission Canister Purge System Flow Check The purge flow from the EVAP canister through the EVAP canister purge valve is monitored after fuel system adaptation is completed and the lambda controller is at closed loop condition. The diagnosis is started during regular purging.

5.4.4 Monitoring Structure Step 1 start of monitoring procedure

1. Fuel system adaptation has finished 2. Closed loop condition of the lambda controller Open EVAP canister purge valve (regular purging) O2S controller shift (rich or lean) > threshold ? yes

end of monitoring procedure

no

Step 2 1. Regular purging finished 2. Engine at idle 3. Closed loop condition of the O2S controller Open and close EVAP canister purge valve abruptly (several times) yes

engine speed variation > threshold ? no Store EVAP system fault

MIL

Land Rover

Fault processing

Revision Date: September 2004

Page 34 of 84

Monitoring Cycle of Evaporative Emission Canister Purge System Flow Check Step 1 - For rich or lean mixture Flow through the EVAP canister purge valve is assumed as soon as the lambda controller is compensating for a rich or a lean shift.

After this procedure the diagnosis is completed and the EVAP canister purge system resumes working normally.

Step 2 - For a stoichiometric mixture In this case the lambda controller does not need to compensate for a deviation. Therefore, after finishing the regular purging, the EVAP canister purge valve is opened and closed abruptly several times.

The effect of additional cylinder charge will trigger a variation of the engine idle speed.

A predetermined value is reached if the system functions properly and the diagnosis procedure is completed.

To start the diagnosis function (step 2) several conditions have to be satisfied.

• vehicle speed = 0 • engine at idle speed • closed loop of lambda controller • engine coolant temperature > fixed limit • transfer gears in high range Furthermore if the diagnosis has already been started and one of the conditions has not been satisfied continuously, the process will be interrupted and started again later.

• engine idle speed variation < fixed limit

Land Rover

Revision Date: September 2004

Page 35 of 84

Fuel Evaporative Emission System Monitoring Component/ System

Fault Codes

Monitoring Strategy Description

Evaporative Emission Canister Purge System

P0441

Flow check (rich or lean mixture)

purge vapor factor -2.7< purge vapor -4 >> fresh air; factor <3.8 0 >> lambda 1; 32 >> saturated fuel vapor

Flow check (stoichiometric mixture)

engine speed -2500 < INDTE < variation 400 RPM (accumulated (> 3 of maximum engine speed 5 samples) difference per time unit =INDTE)

Evaporative Emission Canister Purge Valve

EVAP System Leak Diagnosis Module DMTL

Land Rover

P0445

Circuit continuity short circuit to GND P0443 Circuit continuity open circuit P0444 Circuit continuity short circuit to B+ P2401/0447 Circuit continuity short circuit to GND P2400/2450 Circuit continuity open circuit P2402/0448 Circuit continuity short circuit to B+

Malfunction Criteria

Threshold Value

voltage range (minimum) voltage range (minimum) current range (maximum) voltage range (minimum) voltage range (minimum) current range (maximum)

B+ < 3 V

Secondary Parameter Fuel system adaptation ECT Fuel system status Target idle speed Normal purge Vehicle speed Engine speed ECT Commanded idle speed variation Altitude condition Transfer gears Battery voltage Engine speed

Enable Conditions

Time Required

MIL Illumination

Entry conditions 40 sec/ two driving satisfied once per cycles > 65 °C driving cycle Closed loop <= 750 RPM on 0 mph Idle RPM > 80° C < ± 30 RPM >= 0.719 High range 9.5V < B+ < 17V immediately/ two driving > 40 RPM continuous cycles

B+ < 5 V I > 2.4 A B+ < 3 V

Battery voltage Engine speed

9.5V<B+< 17V > 40 RPM

immediately/ two driving continuous cycles

B+ < 5 V I > 2.4 A

Revision Date: September 2004

Page 36 of 84

Fuel Evaporative Emission System Monitoring Component/ System

Fault Codes

Monitoring Strategy Description

Malfunction Criteria

Threshold Value

Secondary Parameter

Enable Conditions

Time Required

MIL Illumination

EVAP System Leak Diagnosis Module DMTL

P0455

Current rough leak end greater than threshold

system leak ( 0.040")

Pump current < threshold 0.16 K1 0.28 0.60 K2 0.80

ECT at start AAT Altitude condition Soak time Last driving cycle Time after engine shut off Fuel tank level

> 2°C 2°C AAT 37°C 0.72 > 18000 sec > 1200 sec 3 sec

< 300 sec

four driving cycles

< 450 sec

four driving cycles

1. Threshold = pump idle current + K1*(reference current – idle current) 2. Threshold = reference current – K2*(reference current – idle current)

EVAP System Leak Diagnosis Module DMTL

Land Rover

P0442

Current small leak end greater or equal threshold

System leak ( 0.020")

Threshold = reference leak current

15% < Fuel tank level < 85% ECM running on True Battery voltage 10.95< B+<14.5V EVAP canister load <3 Refueling during + 1.2 mA diagnostic Filler cap removal - 1.0 mA during diagnostic Humidity 0.5 mA during measurement Transfer gears High range ECT at start > 2°C AAT 2°C AT 37°C Altitude condition 0.72 Soak time > 18000 sec Last driving cycle > 1200 sec Time after engine 3 sec shut off Fuel tank level 15% < Fuel tank level < 85 % ECM running on True

Revision Date: September 2004

Page 37 of 84

Fuel Evaporative Emission System Monitoring Component/ System

Fault Codes

Monitoring Strategy Description

Malfunction Criteria

Threshold Value

Secondary Parameter

Enable Conditions

Battery voltage

10.95< B+ <14.5V <3 Detected 14

EVAP canister load Refueling Rough leak diagnosis counter Refueling during diagnostic Filler cap removal during diagnostic Humidity

P2405 P2406

EVAP System Leak Diagnosis Module DMTL

P2404

P2407

Current during reference leak measurement

Current change after actuating valve Signal / heater element

Current range (minimum) Current range (maximum)

Pump current < 15mA Pump current > 40mA

Current decrease Reference current - pump idle current > 2mA counter > 5 Humidity counter overflow

Transfer gears ECT at start AAT Altitude condition Soak time Last driving cycle Time after engine shut off Fuel tank level ECM running on Battery voltage Canister load Humidity

Time Required

MIL Illumination

10 sec

four driving cycles

15 sec

four driving cycles

+ 1.2 mA - 1.0 mA 0.5 mA during measurement High range > 2°C 2°C AAT 37°C 0.72 > 18000 sec > 1200 sec 3 sec 15% < Fuel tank level < 85% True 10.95< B+< 14.5V <3 0.5 mA during measurement

< 450 sec

If the above table does not include details of the following enabling conditions: - intake air and engine coolant temperature, vehicle speed range, and time after engine start-up then the state of these parameters has no influence upon the execution of the monitor.

Land Rover

Revision Date: September 2004

Page 38 of 84

5.4.5 Drive Cycle Information P0441 P0445 P0443 P0444 P2401 P0447 P2400 P2450 P2402 P0448 P2405 P2406 P2404 P2407 P0442 P0455

Land Rover

Drive Cycle C Drive Cycle C Drive Cycle C Drive Cycle C Drive Cycle A Drive Cycle A Drive Cycle A Drive Cycle A Drive Cycle A Drive Cycle A Not Applicable Not Applicable Not Applicable Not Applicable Not Applicable ???

Revision Date: September 2004

Page 39 of 84

5.5

Fuel System Monitoring

5.5.1 Description Mixture Primary Control The air mass taken in by the engine and the engine speed are measured. These signals are used to calculate an injection signal. This mixture primary control follows fast load and speed changes.

Lambda-Control The ECM compares the oxygen sensor signal of the sensor upstream of the catalyst with a reference value and calculates a correction factor for the primary control.

Adaptive Primary Control Drifts and faults in sensors and actuators of the fuel delivery system as well as un-metered air leakage into the intake system influence the primary control. This causes deviations in the air fuel ratio. The adaptive primary control determines the controller correction in two different ranges.

Ranges of Learning Correction Coefficients tra and fra Relative Load (RL) RLU2

QU2 QL2

Range 2 (fra)

QU1 Range 1 (tra)

NU1

RLL2

Engine speed

Land Rover

Revision Date: September 2004

Page 40 of 84

Range 1 Determination of additive correction per time unit Range 2 Determination of multiplicative correction Lambda deviations in range 1 are compensated by an additive correction value multiplied by an engine speed term. By this means an additive correction per time unit is derived.

Lambda deviations in range 2 are compensated by a multiplicative factor.

Each value is determined only within its corresponding range. But each adaptive value corrects the primary control within the whole load and speed range of the engine. After the next start, the stored adaptive values are included in the calculation of the primary control; just before the closed loop fuelling control is activated.

Abbreviations for the fuel delivery system NU1 QU1

Upper engine speed threshold, range 1 Upper air flow threshold, range 1

tra TRADN TRADX

Additive learning correction coefficient per time unit (range 1) Lower diagnosis threshold of tra Upper diagnosis threshold of tra

QL2 QU2 RLU2 RLL2

Lower air flow threshold, range 2 Upper air flow threshold, range 2 Upper engine load threshold, range 2 Lower engine load threshold, range2

fra FRADN FRADX

Multiplicative learning correction coefficient (range 2) Lower diagnosis threshold of fra Upper diagnosis threshold of fra

Diagnosis of fuel delivery system Faults in the fuel delivery system can occur which cannot be compensated for by the adaptive control.

In this case the adaptive values leave a predetermined range.

If the adaptive value is outside this predetermined range, and if the condition is again present on a subsequent drive cycle, the MIL is illuminated and the appropriate DTC' s are stored.

Land Rover

Revision Date: September 2004

Page 41 of 84

5.5.2 Monitoring Structure primary control

reference value

mass air flow speed

MIL

A/F controller OBD fault handling

sensor signal Range 2

Range 1

speed correction

Engine

exhaust oxygen sensor

Land Rover

Revision Date: September 2004

Page 42 of 84

Start

Fuel Control and Adaptation

no

Adaptation Coefficients fra & tra almost un-changed

yes

Wait until fra active for more than a certain time

Wait until tra active for more than a certain time

Set Cycle Flag

yes

TRADN < tra < TRADX

no

Fault Processing

yes

FRADN < fra < FRADX

End

Land Rover

no

MIL

Revision Date: September 2004

Page 43 of 84

Fuel System Monitoring Component/ System

Fault Codes

Fuel System

Monitoring Strategy Description Fuel trim limits exceeded

P2177/2178 P2179/2180 P2187/2188 P2189/2190

Bank 1 lean/rich Bank 2 lean/rich Bank 1 lean/rich Bank 2 lean/rich

Malfunction Criteria

fra value (multiplicative correction) outside limit tra value (additive correction/engine rev)outside limit

Threshold value

<-11% or >20%

<-5.02% or > 3.98%

Secondary Parameter

Enable Conditions

Time Required

MIL Illumination

Fuel system status CL and not full load two driving ECT >= 67.5 °C cycles Intake air temperature < 60.0 °C EVAP canister purge Not active system Throttle angle From <= 58.6% @ 400 RPM to <= 93.75% @ 6000 RPM Transfer gears High range Relative engine load 15.8% < RL < 99% Up to Engine air flow 15.28 g/sec < Air Flow < 30 sec/ 275.0 g/sec continuous Engine speed Engine air flow fra check

< 1000 rpm < 8.33 g/sec Complete

Up to 20 sec/ continuous

If the above table does not include details of the following enabling conditions: - intake air and engine coolant temperature, vehicle speed range, and time after engine start-up then the state of these parameters has no influence upon the execution of the monitor.

5.5.3 Drive Cycle Information P2177 P2178 P2179 P2180 P2187 P2188 P2189 P2190

Land Rover

Drive Cycle C Drive Cycle C Drive Cycle C Drive Cycle C Drive Cycle C Drive Cycle C Drive Cycle C Drive Cycle C

Revision Date: September 2004

Page 44 of 84

5.6

Oxygen Sensor Monitoring

5.6.1 Description The response rates of the up stream oxygen sensors are monitored by measuring the period of the lambda control oscillations.

+ Engine

-

upstream oxygen sensor

A/F Controller

Period Monitoring

Land Rover

Catalyst

detection of slow O2S's

Revision Date: September 2004

Page 45 of 84

5.6.2

Monitoring Structure

Begin

engine run within engine speed, load and ehaust temperature range

End of diagnosis

YES period measurement

YES period averaging delay counter > Limit

count number of measured periods

NO wait for next period

count number > limit

YES engine run within engine speed, load and exhaust temperature range NO

NO

NO

period > maximum

YES

fault: period higher than threshold

NO oxygen sensor o.k.

fault processing

end of diagnosis MIL

Land Rover

Revision Date: September 2004

Page 46 of 84

Diagnosis Procedure of the Monitor Sensor (Downstream) The activity of the monitor sensor after reaching operating conditions is determined by two different procedures.

A)

Oscillation Check (Line Crossing)

If the following checks are correct, the monitor sensor will be regarded as Satisfactory: • • B)

The monitor sensor signal (sensor voltage) is ≥ than the nominal value of the TV-Correction and voltage increases, if the λ control goes to the lean side, or The monitor sensor signal (sensor voltage) is < than the nominal value of the TV-Correction and voltage decreases, if the λ control goes to the rich side.

Fuel Cut Off Check

Additionally to the above-mentioned checks the signal behavior of the monitor sensor is checked in case of fuel cut off.

Therefore the monitor sensor voltage has to be below a given nominal value in case of fuel cut off.

If the monitor sensor is detected faulty by check A or B, a DTC is stored and the MIL is illuminated at the next driving cycle.

Land Rover

Revision Date: September 2004

Page 47 of 84

5.6.3 Oxygen Sensor Heater Monitoring Description For proper function of the oxygen sensor, the sensor element must be heated. A non-functioning heater delays the sensor readiness for closed loop control and influences emissions.

The monitoring function measures both, sensor heater current (voltage drop over a shunt) and the heater voltage (heater supply voltage) to calculate the sensor heater resistance.

The monitoring function is activated once per trip, if the heater has been switched on for a certain time period and the current has stabilized.

Characteristics: • ECM controlled switching of the sensor heater.

•

One shunt for each pair of O2 sensors upstream and downstream of the catalysts for current measurement.

Land Rover

Revision Date: September 2004

Page 48 of 84

5.6.4 Oxygen Sensor Heater Monitoring Structure Ru = Upper resistance threshold; RL = Lower resistance threshold

Engine Start

Switching on of O2S heating

Calculation of sensor heater resistance: Voltage sensor heater Resistancesensor heater = Voltage heater / Resistance

heater

R sensor heater > R U

yes Fault: heater resistance upper than upper threshold

Fault pro-

Delay time for

no

O2S warming up R sensor heater < R L

cessing yes Fault: heater resistance lower than lower threshold

no O2S heater o.k.

Land Rover

Revision Date: September 2004

MIL

Page 49 of 84

Oxygen Sensor Circuit Monitoring Monitoring for electrical faults in the O2 sensors both upstream and downstream of the catalyst.

Implausible voltages:

• • •

Analogue to Digital Converter voltages exceeding the maximum threshold (VMAX) are caused by a short circuit to B+.

Analogue to Digital Converter voltages falling below the minimum threshold (VMIN) are caused by a short circuit of the sensor signal or sensor ground to the ECM ground An open circuit of the sensor can be detected if the Analogue to Digital Converter voltage remains within a specified range after the sensor has been heated for a certain time.

Oxygen Sensor Monitoring Component /System

Fault Codes

Oxygen Sensor (front)

P0133/0153

Monitoring Strategy Description Response rate

Malfunction Criteria

Threshold value

O2S signal Period (average over 15 periods)

> 3.0 sec

P0134/0154 Circuit continuity

Voltage

(disconnection) Range check (high) P0130/0150 Range check (low)

Maximum voltage Minimum voltage

P0132/0152

Enable Conditions

continuous 5.2 sec/ continuous

< 0.04 V Or

Or

MIL Illumination

15 sec/

> 1.081V

0.060 V <= B+ < 0.382 V 0.499 V <= B+ <= 1.081 V

Time Required

Idle speed variation 1400 < RPM < 2600 immediately/ two driving Engine load variation 20<Relative Load%<54 continuous cycles Catalyst temperature > 350 °C (model) EVAP canister purge Off or On for >10s status Transfer gears High range

0.401 V < B+ < 0.499 V

Or

Land Rover

Secondary Parameter

Post Catalyst sensor ECT Time after start ECT at power down

>= 0.499V < 39.8 °C > 1.0 sec > 60 °C

Post Catalyst sensor

>= 0.499V

Post Catalyst sensor

< 0.103V

Revision Date: September 2004

15 sec/ continuous 25 sec/ continuous

Page 50 of 84

Oxygen Sensor Monitoring Component /System

Fault Codes P2A00/2A03

Monitoring Strategy Description Correction

Malfunction Criteria

Threshold value

Secondary Parameter

Enable Conditions

Time Required

MIL Illumination

Engine speed 1200 < RPM < 3000 210 sec/ Relative engine load 18<Relative Load%< 50 continuous Catalyst temperature > 200 °C (model) Transfer gears High range P0040 Exchanged Fuel control Bank 1 > 1.20 and Variable camshaft No faults present 5.0 sec/ sensor factor Bank 2 < 0.80 control continuous connectors Or Bank 1 < 0.80 and Bank 2 > 1.20 Heater Engine speed > 25 RPM immediately/ (bank 1 Battery voltage 10.74 V < B+ < 15.54 V continuous Exhaust gas /bank 2) > Dew point temperature Transfer gears High range P0031/0051 Circuit continuity Heater voltage <= 2.34 V Heater Off 0.05 sec./ short circuit to continuous GND P0032/0052 Circuit continuity Heater voltage >= 3.59 V Heater On short circuit to B+ P0030/0050 Circuit continuity Heater voltage 2.34V < B+ < 3.59V Heater Off open circuit P0135/0155 Heater Calculated 11.5 k ... 2.1 k Heater on for > 135 sec 12 sec/ resistance resistance (>250 ... < 400 °C) Exhaust gas 250 °C <=T <= 600 °C continuous (internal) (dependant on temperature exhaust gas model temperature)

Land Rover

Controller <-0.5 or > 0.6 sec correction time

Revision Date: September 2004

Page 51 of 84

Oxygen Sensor Monitoring Component /System

Fault Codes

Monitoring Strategy Description

Malfunction Criteria

Threshold value

Oxygen Sensor (rear)

P0140/0160 Circuit continuity (disconnection) P0138/0158 Range check (high) P0136/0156 Range check (low) P0139/0159 Activity check

Voltage

Secondary Parameter

Enable Conditions

Heater on for Transfer gears Battery Voltage Exhaust gas temperature

> 120 sec High range > 10.74 V 150 °C <=T <= 750 °C

Maximum

0.401 V < B+ < 0.499 V > 1.1 V

Minimum

< 0.04 V

Post Catalyst control

Active

Lean output voltage

> 202 mV

Fuel system status

Fuel cut off for at least 4.0 sec > 30 g since the start of fuel cut off > 350 °C

Engine airflow

Sensor aging Output voltage (if rich voltage (line crossing) not seen request enrichment, if lean not seen wait for fuel cut.

If voltage still not seen, then fault Is present)

Land Rover

> 624 mV < 624 mV

Exhaust gas temperature Adaptive control

Revision Date: September 2004

Active

Time Required

MIL Illumination

600 sec/ continuous 5.2 sec/ continuous 80 sec/ continuous 0.2 sec/

two driving cycles

continuous

0.5sec/ continuous

Page 52 of 84

Oxygen Sensor Monitoring Component /System

Fault Codes

Monitoring Strategy Description

Malfunction Criteria

Threshold value

Heater (bank 1) /bank 2 P0037/0057 Circuit continuity Heater voltage <= 2.34 V short circuit to GND P0038/0058 Circuit continuity Heater voltage >= 3.59 V short circuit to B+ P0036/0056 Circuit continuity Heater voltage 2.34V < B+ < 3.59V open circuit P0141/0161 Heater Calculated 13.0 k ... 3.8 k resistance resistance (>250 ... < 400 °C) (internal) (dependant on catalyst model temperature)

Secondary Parameter

Enable Conditions

Time Required

MIL Illumination

Engine speed > 25 RPM immediately/ Battery voltage 10.74 V < B+ < 15.54 V continuous Catalyst temperature > Dew point Transfer gears High range Heater Off 0.05 sec./ continuous Heater

On

Heater

Off

Heater on for Exhaust gas temperature

> 170 sec 250 °C <= T<= 600 °C

12 sec/ continuous

If the above table does not include details of the following enabling conditions: - intake air and engine coolant temperature, vehicle speed range, and time after engine start-up then the state of these parameters has no influence upon the execution of the monitor.

5.6.5 Drive Cycle Information P0133 P0153 P0134 P0154 P0132 P0152 P0130 P0150

Land Rover

Drive Cycle C Drive Cycle C Drive Cycle C Drive Cycle C Drive Cycle C Drive Cycle C Drive Cycle C Drive Cycle C

Revision Date: September 2004

Page 53 of 84

P2A00 P2A03 P0040 P0031 P0051 P0032 P0052 P0030 P0050 P0135 P0155 P0140 P0160 P0138 P0158 P0136 P0156 P0139 P0159 P0037 P0057 P0038 P0058 P0036 P0056 P0141 P0161

Land Rover

Drive Cycle C Drive Cycle C Drive Cycle C Drive Cycle C Drive Cycle C Drive Cycle C Drive Cycle C Drive Cycle C Drive Cycle C Drive Cycle C Drive Cycle C Drive Cycle C Drive Cycle C Drive Cycle C Drive Cycle C Drive Cycle C Drive Cycle C Drive Cycle C Drive Cycle C Drive Cycle C Drive Cycle C Drive Cycle C Drive Cycle C Drive Cycle C Drive Cycle C Drive Cycle C Drive Cycle C

Revision Date: September 2004

Page 54 of 84

5.7

Thermostat Monitoring

5.7.1 Description

Engine Coolant Temperature Sensor Bypass

Radiator

Engine ECM

Thermostat

Radiator Outlet Temperature Sensor (TKA)

The diagnostic checks for a partially open thermostat, under conditions when the thermostat would be expected to be shut.

A second coolant temperature sensor is installed in the outlet from the radiator. If the enablement criteria are met and the engine coolant temperature is less than the normal thermostat opening temperature, then a fault will be detected if the radiator outlet temperature has increased by more than a threshold.

Additionally, if a start temperature dependent timer has expired without the thermostat opening temperature being achieved, then a fault will also be detected. This timer is suspended if the vehicle is operated in over run fuel cut off and it will be extended if the vehicle is operated at idle, since both these conditions slow down the rate of engine warm up.

Land Rover

Revision Date: September 2004

Page 55 of 84

5.7.2 Monitoring Structure START

No

• Release conditions for thermostat Monitoring valid

Conditions met

• • • • • •

Yes

End

MIL

Fault Processing

Yes

Not at idle for more than a pre-set time Not in Over Run Fuel Cut Off for more than a pre-set time Engine speed within range ECT at engine start within thresholds No component errors detected (ECT or radiator outlet temperature sensor) ECT >=threshold IAT within range

ECT > Thermostat opening temperature No

No

Radiator outlet temperature > Radiator outlet temperature at start + threshold

No

After start delay timer expired

Land Rover

Revision Date: September 2004

Page 56 of 84

Thermostat Monitoring Monitoring Malfunction Strategy Criteria Description Thermostat P0128 Engine not ECT Stuck Open And fully warm and the radiator radiator outlet temp. outlet temp. increase has since start.

Or increased by more than Time since a threshold, engine start Component/ Fault System Codes

or an after start timer has expired.

Threshold value

Secondary Parameter

Enable Conditions

<70.5 °C

Engine Speed ECT at start Engine State

400 < RPM < 5400 - 8.2°C to 39.8°C No more than 300 sec at idle (cumulative) No more than 10 sec (continuous) < 40.5 °C 8.2 °C to 65.3 °C

>= 5.3 °C to 8.3 °C (depends on start temperature) Over run fuel cut off

>= 400 sec @ 30 °C >= 650 sec @ 15°C (engine start temperature) (time will increase by Up to 100 sec if at idle or in over run fuel cut off)

ECT IAT

Time Required

MIL Illumination

10.0 sec/ two driving continuous cycles

If the above table does not include details of the following enabling conditions: - intake air and engine coolant temperature, vehicle speed range, and time after engine start-up then the state of these parameters has no influence upon the execution of the monitor.

Land Rover

Revision Date: September 2004

Page 57 of 84

Thermostat Monitoring Monitoring Malfunction Strategy Criteria Description Radiator Circuit Voltage Outlet continuity Temperature P2184 Range check Resistance (maximum) Sensor P2185 Range check (minimum) P2183 Rationality Radiator High sided outlet temp. check ECT Component/ Fault System Codes

Rationality Stuck signal check Wait until thermostat definitely open and check that sensor signal has moved

Maximum recorded outlet temp.

- Minimum recorded radiator outlet temp.

Threshold value

Secondary Parameter

Enable Conditions

Time Required

MIL Illumination

10.0 sec/ two driving continuous cycles > 140.3 °C < -42.0 °C >120 °C

<= 5.3 °C

ECT sensor Complete plausibility test Radiator <= 140.3 °C outlet temperature Engine state Not in over run fuel cut off Vehicle speed 3 to 43.5 mph Engine speed > 1480 rpm Ambient air -8.2 °C temperature Engine temperature < 39.8 °C at start ECT sensor Complete plausibility test ECT 106.5 °C

10.0 sec/ continuous

100.0 sec/ continuous

If the above table does not include details of the following enabling conditions: - intake air and engine coolant temperature, vehicle speed range, and time after engine start-up then the state of these parameters has no influence upon the execution of the monitor.

Land Rover

Revision Date: September 2004

Page 58 of 84

5.7.3 Drive Cycle Information P0128 P2184 P2185 P2183

Land Rover

Drive Cycle D Drive Cycle D Drive Cycle D Drive Cycle D

Revision Date: September 2004

Page 59 of 84

5.8

Positive Crankcase Ventilation (PCV) System Monitoring

5.8.1 Description

Breather System Component Layout – Looking at the rear of the Engine

1. Separator – Crankcase Breather Oil 2. Bracket - Crankcase Breather Oil Separator

Land Rover

Revision Date: September 2004

Page 60 of 84

3. Screw - Oil Separator to Fixing Bracket 4. Hose – Breather 5. Hose – Breather 6. Clip – Hose 7. Clip – Hose Worm drive 8. Clamp 9. Hose – Oil Separator Drain 10. Clamp 11. Clip – Hose Worm drive 12. Hose – Oil Separator Drain 13. Clip – Hose 14. Pipe Assembly – Crankcase Breather Oil 15. Bolt – Banjo 16. Sealing Washer – Banjo Bolt 17. PCV Valve Crankcase gases from the engine enter the separator (1) via the breather hose (4). Oil drains from the separator back to the sump through the drain hose (9) and pipe (14). Crankcase gases are drawn into the intake manifold through the breather hose (5) and PCV valve (17). An additional drain hose (12) runs from the lowest point of the PCV valve to the sump via the drain pipe (14).

None of the components in the breather system require servicing and the PCV valve is securely attached to the intake manifold.

All the hoses are securely fastened with clamps (8) and (9), and clips (6), (7) and (13).

Monitoring Strategy Description If any of the pipes or hoses in the breather system are disconnected, then the additive per time part (tra) of the fuel system diagnostic will reach the enrichment limit on both cylinder banks. This means that fault codes P1171 and P1174 will be stored.

Positive Crankcase Ventilation System Monitoring Monitoring Malfunction Threshold Strategy Criteria value Description Fuel System P2187/2188 Bank 1 lean/rich tra value (additive correction <-5.02 % or P2189/2190 Bank 2 lean/rich /engine revolutions) > 3.98% outside limit Component/ System

Fault Codes

Secondary Parameter

Enable Conditions

Time Required

Engine speed Mass Airflow fra check

< 1000 RPM < 8.33 g/sec Complete

Up to 20 sec/ continuous

MIL Illumination

If the above table does not include details of the following enabling conditions: - intake air and engine coolant temperature, vehicle speed range, and time after engine start-up then the state of these parameters has no influence upon the execution of the monitor.

Land Rover

Revision Date: September 2004

Page 61 of 84

5.8.2 Drive Cycle Information P2187 P2188 P2189 P2190

Land Rover

Drive Cycle C Drive Cycle C Drive Cycle C Drive Cycle C

Revision Date: September 2004

Page 62 of 84

5.9

Crankshaft Speed and Position Sensor

5.9.1 Description The Crankshaft Speed and Position Sensor interface consists of an input signal, a reference signal (ground) and a ground screen.

There are two diagnostic checks of the Crankshaft Speed and Position Sensor, a fault is detected if: 1. A signal has been received from the Camshaft Sensor but no signal has been received from the Crankshaft Speed and Position Sensor.

2. The difference between the counted number of teeth and the actual number of teeth is greater than 1.

Crankshaft Speed and Position Sensor Component/ Fault System Codes

Crankshaft P0335 Speed an Position P0370 Sensor

Monitoring Strategy Description Circuit Rationality check

Malfunction Criteria

Threshold value

Comparison to Camshaft Position Sensor Difference - counted teeth to actual number of teeth

no signal and signal from Camshaft position sensor > 1 tooth

Enable Secondary Parameter Conditions

Time Required

MIL Illumination

4 revolutions/ continuous 8 revolutions/ continuous

two driving cycles

If the above table does not include details of the following enabling conditions: - intake air and engine coolant temperature, vehicle speed range, and time after engine start-up then the state of these parameters has no influence upon the execution of the monitor.

5.9.2 Drive Cycle Information P0335 P0370

Land Rover

Drive Cycle A Drive Cycle A

Revision Date: September 2004

Page 63 of 84

5.10 Camshaft Position Control Interface (VANOS) 5.10.1 Description The Camshaft Position Control Interface consists (for each bank) of 1 PWM output drive to control the inlet camshaft position, and 1 PWM input signal for camshaft position feedback.

There is one diagnostic check of the Camshaft Position Signal, a fault is detected if: 1. If the signal does not change state (high to low or low to high voltage) every crankshaft revolution.

There are five diagnostic checks of the Variable Camshaft Timing, a fault is detected if: 1. The enabling conditions are satisfied and the PWM output drive voltage is less than 3 volts.

2. The enabling conditions are satisfied and the PWM output drive voltage is lees than 5 volts.

3. The enabling conditions are satisfied and the PWM output drive current is greater than 2.4A. o o 4. The alignment with the crank angle is less than 160 or greater than 185 .

5. The time taken to change timing is greater than 4 – 10 seconds (dependant upon the Engine Coolant Temperature).

Camshaft Position Control Interface (VANOS) Component/ System

Fault Codes

Camshaft Position Sensor Variable Camshaft timing (VANOS) (inlet camshaft)

P0340/0345

P0076/0082 P0075/0081 P0077/0083 P0010/0020 P0011/0021 P0012/0022

Monitoring Strategy Description Rationality check

Malfunction Criteria

Threshold value

Signal change after Every revolution

no signal / invalid signal

Circuit Voltage range continuity (minimum) Range check Voltage range (minimum) (minimum) Range check Current range (maximum) (maximum) Rationality Alignment to crankshaft check position sensor Time to change timing (dependant on ECT)

Voltage < 3 V

Secondary Parameter

Enable Conditions

Time Required

MIL Illumination

5 revolutions/ two driving continuous cycles Battery voltage 9.5 V < B+ < 17 V Engine speed > 40 RPM

immediately/ two driving continuous cycles

Engine speed VANOS VANOS

5.0 sec/ continuous

Voltage < 5 V Current > 2.4 A 160° >crank angle > 185° > 4 ..... > 10 sec

> 500 rpm Not active Active (Timing change>2°)

If the above table does not include details of the following enabling conditions: - intake air and engine coolant temperature, vehicle speed range, and time after engine start-up then the state of these parameters has no influence upon the execution of the monitor.

Land Rover

Revision Date: September 2004

Page 64 of 84

5.10.2 Drive Cycle Information P0340 P0345 P0076 P0082 P0075 P0081 P0077 P0083 P0010 P0020 P0011 P0021 P0012 P0022

Land Rover

Drive Cycle A Drive Cycle A Drive Cycle A Drive Cycle A Drive Cycle A Drive Cycle A Drive Cycle A Drive Cycle A Drive Cycle C Drive Cycle C Drive Cycle C Drive Cycle C Drive Cycle C Drive Cycle C

Revision Date: September 2004

Page 65 of 84

5.11 Engine Coolant Temperature Sensor 5.11.1 Description The Engine Coolant Temperature Interface consists of 1 analogue voltage input signal for Engine Coolant Temperature and a reference ground. Note that the sensor itself is a dual element sensor with one element used by the ECM and the second element used by the Instrument Pack.

There are four diagnostic checks of the Engine Coolant Temperature sensor, a fault is detected if: 1. If the resistance of the sensor is less than 0.05 K .

2. If the resistance of the sensor is greater than 75.8 K .

3. The time taken to reach the closed loop fuelling enable temperature exceeds a threshold.

4. The difference between the Engine Coolant Temperature Model and the temperature indicated by the Engine Coolant Temperature sensor is greater than a threshold.

Engine Coolant Temperature Sensor Component/ System

Fault Codes

Monitoring Strategy Description

Malfunction Criteria

Engine P0118 Coolant Temperature P0117 Sensor P0125

Circuit continuity check (minimum) Circuit continuity check (maximum)

resistance

P0116

Rationality check (temp. model = ƒ [intake air temperature, air mass, time])

Threshold value < 0.05 k

(140 °C)

> 75.8 k

(-40 °C)

Time to reach (ECT at start/time required) closed loop < -30.0 °C (< 1500 sec) enable temperature > -6.7 °C (< 300 sec) > 9.8 °C (< 110 sec) > 20.3 °C (< 105 sec) Difference to model > -25° C temperature

Secondary Enable Parameter Conditions

Time Required

MIL Illumination

2 sec/ two driving continuous cycles

0.20 sec/ continuous

If the above table does not include details of the following enabling conditions: - intake air and engine coolant temperature, vehicle speed range, and time after engine start-up then the state of these parameters has no influence upon the execution of the monitor.

Land Rover

Revision Date: September 2004

Page 66 of 84

5.11.2 Drive Cycle Information P0118 P0117 P0125 P0116

Land Rover

Drive Cycle D Drive Cycle D Drive Cycle D Drive Cycle D

Revision Date: September 2004

Page 67 of 84

5.13 Mass Airflow Sensor & Intake Air Temperature Sensor The Mass Airflow Sensor is a combined Mass Airflow sensor and Intake Air Temperature sensor.

5.13.1 Mass Airflow Sensor Description The Mass Airflow Interface consists of 1 analogue voltage input signal for Air Flow, a reference supply (5V) voltage and ground reference voltage.

There are four Mass Airflow sensor diagnostic checks, a fault is detected if: 1. The mass airflow signal exceeds a minimum threshold.

2. The mass airflow signal exceeds a maximum threshold.

3. The actual airflow is greater than the calculated airflow derived from the throttle position.

4. The actual airflow is less than the calculated airflow derived from the throttle position.

Mass Airflow Sensor Component/ Fault System Codes

Mass Airflow Sensor

Monitoring Strategy Description

Malfunction Criteria

Threshold Value

Secondary Parameter

Enable Conditions

P0102 Rationality check between Airflow higher than < (0 ..... 84.44 g/sec) Battery voltage >6V airflow meter reading and calculated value Engine started > 0.3 sec P0103 airflow calculated from Airflow lower than > (43.06 ..... 274.44 g/sec) for throttle position calculated value

Time Required

MIL Illumination

0.5 sec / two driving continuous cycles

If the above table does not include details of the following enabling conditions: - intake air and engine coolant temperature, vehicle speed range, and time after engine start-up then the state of these parameters has no influence upon the execution of the monitor.

5.13.2 Drive Cycle Information P0102 P0103

Land Rover

Drive Cycle C Drive Cycle C

Revision Date: September 2004

Page 68 of 84

5.13.3 Intake Air Temperature Sensor Description The Intake Air Temperature Interface consists of 1 analogue voltage input signal for Intake Air Temperature.

There are two Intake Air Temperature Sensor diagnostic, a fault is detected if: 1. The resistance of the sensor exceeds a minimum or maximum threshold.

2. Excessive difference between intake air temp and Coolant temperature following engine start is detected, or the the intake air temperature is high whilst the vehicle is driving.

Intake Air Temperature Sensor Component/ System

Fault Codes

Intake Air

Monitoring Strategy Description

Malfunction Criteria

Threshold value

Secondary Parameter

Circuit continuity

Temperature

P0113

Sensor

P0112 P0111

Voltage (at Range check (minimum) Analog to Digital Range check (maximum) Converter) Rationality – low side Absolute value check of IAT -ECT

Rationality –high side check

Intake air temperature

< 133.5 °C > -38.2 °C > 78 °C

>= 110.3 °C

Enable Conditions

Time Required

MIL Illumination

2.0 sec/

two driving

continuous

cycles

Time after start 2.0 to 6.0 s 2.0 sec/ ECT at engine start -35.2 °C to Once per 29.0 °C Driving ECT at engine >= 80.3 °C cycle shutdown Absolute value of ECT at start - ECT >= 39.8 °C At shutdown Engine air flow 16.67 g/sec 7.0 sec/ to continuous 70.0 g/sec Vehicle speed >=37.3 mph

If the above table does not include details of the following enabling conditions: - intake air and engine coolant temperature, vehicle speed range, and time after engine start-up then the state of these parameters has no influence upon the execution of the monitor.

Land Rover

Revision Date: September 2004

Page 69 of 84

5.13.4 Drive Cycle Information P0112 P0113 P0111

Land Rover

Drive Cycle B Drive Cycle B Drive Cycle B

Revision Date: September 2004

Page 70 of 84

5.14 Knock Sensor 5.14.1 Description The Knock Sensor interface consists of 4 input signal and 4 screen grounds.

There are four knock sensor diagnostic checks, a fault is detected if: o 1. The engine speed is greater than 2200RPM, the ECT is greater than 40.5 C and the input voltage exceeds a minimum voltage threshold. o 2. The engine speed is greater than 2200RPM, the ECT is greater than 40.5 C and the input voltage exceeds a maximum voltage threshold. o 3. The engine speed is less than 5400 RPM, the ECT is greater than 40 C and no knock sensor signal has been received. o 4. The engine speed is less than 5400 RPM, the ECT is greater than 40 C and the knock signal has deviated from the test signal.

Knock Sensor Component/ System

Fault Codes

Knock Sensor

Knock Sensor Control Module

P0327/1327 P0332/1332 P0328/1328 P0333/1333 P0324

Monitoring Strategy Malfunction Description Criteria Circuit continuity Range check (minimum) Range check (maximum) System error

Voltage (15 samples)

Threshold value < 0.4 - < 2.5 V

Secondary Parameter

Enable Conditions

Time Required

MIL Illumination

Engine speed > 2200 RPM maximum 2.5 sec/ two driving ECT > 40.5 °C continuous cycles

> 47.5 - >154 V No signal Signal Test signal

Signal No signal Deviation to test signal

Engine speed < 5400 RPM maximum 10 sec/ two driving ECT > 40 °C continuous cycles

If the above table does not include details of the following enabling conditions: - intake air and engine coolant temperature, vehicle speed range, and time after engine start-up then the state of these parameters has no influence upon the execution of the monitor.

5.14.2 Drive Cycle Information P0327 P1327 P0332 P1332 P0328 P1328

Land Rover

Drive Cycle C Drive Cycle C Drive Cycle C Drive Cycle C Drive Cycle C Drive Cycle C

Revision Date: September 2004

Page 71 of 84

P0333 P1333 P0324

Land Rover

Drive Cycle C Drive Cycle C Drive Cycle C

Revision Date: September 2004

Page 72 of 84

5.15 Fuel Tank Level Sensor 5.15.1 Description There are three fuel level sensor diagnostic checks, a fault is detected if: 1. The fuel consumption calculated by the ECM and the change in the fuel tank level differs by 15%.

2. The fuel level signal received from the instrument pack is greater than or equal to 127%.

3. No fuel level signal has been received from the instrument pack within the last 2.5 seconds.

Fuel Level Signal Component/ Fault Monitoring Strategy System Codes Description

Fuel Tank Level Sensor

Malfunction Criteria

Threshold value

Secondary Parameter

Enable Conditions

Time Required

MIL Illumination

P0461

Rationality check Calculated fuel < -15% or > 15% Total fuel used 20%<Fuel used<103% immediately between the fuel consumption – change Transfer gears High range /continuous consumption in fuel tank level calculated by the ECM and the change in fuel tank level P0463 Fuel level sensor Signal received from 127% 5.0 sec/ continuity check the Instrument Pack continuous P0464 Fuel level sensor No signal received Within the last 2.5 continuity check from the Instrument sec Pack

no

If the above table does not include details of the following enabling conditions: - intake air and engine coolant temperature, vehicle speed range, and time after engine start-up then the state of these parameters has no influence upon the execution of the monitor.

5.15.2 Drive Cycle Information P0461 P0463 P0464

Land Rover

Not Applicable Not Applicable Not Applicable

Revision Date: September 2004

Page 73 of 84

5.16 Throttle Position Sensor 5.16.1 Description The Throttle Position Sensor interface consists of 2 analogue signals from which Driver Demand is determined.

There are three Throttle Position Sensor diagnostic checks, a fault is detected if: 1. The enabling conditions have been meet and the signal voltage from potentiometer number 1 is less than 0.25 volts or the signal voltage from potentiometer number 2 is less than 0.19 volts.

2. The enabling conditions have been meet and the signal voltage from either of the potentiometers exceeds 4.75 volts.

3. The engine speed is greater than 1320 RPM and the difference between the two potentiometer signals is greater than 6.3%.

4. The engine speed is greater than 1320 RPM, the difference between the 2 potentiometer signals is greater than 6.3% and the difference between the potentiometer signal and substitute throttle position is greater than 10.2%.

Throttle Position Sensor Monitoring Malfunction Threshold Secondary Enable Time MIL Strategy Criteria value Parameter Conditions Required Illumination Description Throttle P0122/0222 Circuit continuity Voltage < 0.25 V Engine speed > 1320 RPM 0.10 sec/ two driving Position Sensor check (minimum) (Potentiometer 1), (only required for continuous cycles (Potentiometer 1 < 0.19 V potentiometer 2 /Potentiometer 2) (Potentiometer 2) check) P0123/0223 Circuit continuity Voltage > 4.75 V check (maximum) P0120 Rationality check Difference between > 6.3% Engine speed > 1320 RPM 0.30 sec/ 2 potentiometer continuous signals or other throttle potentiometer fault present P0121/P0221 Rationality check Difference between > 10.2% Engine speed > 1320 RPM 0.58 sec/ potentiometer Difference > 6.3% continuous signal and between 2 substitute throttle potentiometer position signals If the above table does not include details of the following enabling conditions: - intake air and engine coolant temperature, vehicle speed range, and time after engine start-up then the state of these parameters has no influence upon the execution of the monitor.

Component/ System

Land Rover

Fault Codes

Revision Date: September 2004

Page 74 of 84

5.16.2 Drive Cycle Information P0121 P0222 P0123 P0223 P0120 P0121 P0221

Land Rover

Drive Cycle A Drive Cycle A Drive Cycle A Drive Cycle A Drive Cycle A Drive Cycle A Drive Cycle A

Revision Date: September 2004

Page 75 of 84

5.17 Engine Control Module Self Test 5.17.1 Description The ECM performs a number of self-test integrity diagnostics on its internal hardware and software to check for faults. An error is detected if the ECM receives no CAN messages for at least 0.5 seconds and the calculated checksums at power up/down do not match the values stored in FLASH EPROM.

Engine Control Module Self Test Component/ System

Fault Codes

ECM

U0101 P0604/0605/ P0606

Monitoring Strategy Description Bus check Self check

Malfunction Criteria

Threshold value

CAN messages (TCM)

> 0.30 sec

Secondary Parameter

RAM and ROM check Invalid check-sum At power up/down watchdog on

Enable Conditions

Time Required

MIL Illumination

immediately/ continuous 0.20/0.30 sec immediately/ continuous

Immediately

If the above table does not include details of the following enabling conditions: - intake air and engine coolant temperature, vehicle speed range, and time after engine start-up then the state of these parameters has no influence upon the execution of the monitor.

5.17.2 Drive Cycle Information U0101 P0604 P0605 P0606

Land Rover

Drive Cycle A Drive Cycle A Drive Cycle C Drive Cycle C

Revision Date: September 2004

Page 76 of 84

5.18 Ambient Air Temperature Interface 5.18.1 Description The ECM receives Ambient Temperature via CAN. The DTC is be logged by the ECM if the Instrument Pack sends a fault condition signal.

Ambient Air Temperature Interface Monitoring Strategy Description P0071 Checked by the Instrument Pack

Component/ Fault System Codes

Ambient Air Temperature

Malfunction Criteria

Threshold value

Fault condition signaled by the Instrument Pack

Secondary Parameter

Enable Conditions

Time Required

MIL Illumination

CAN Link to the Instrument Pack

Link operational

0.40 sec./ continuous

no

If the above table does not include details of the following enabling conditions: - intake air and engine coolant temperature, vehicle speed range, and time after engine start-up then the state of these parameters has no influence upon the execution of the monitor.

5.18.2 Drive Cycle Information P0071

Land Rover

Drive Cycle A

Revision Date: September 2004

Page 77 of 84

5.19 Vehicle Speed Interface 5.19.1 Description The Vehicle Speed Interface consists of 1 digital input from the ABS Control Module.

There is one Vehicle Speed Interface diagnostic checks, a fault is detected if: 1. The enabling conditions have been satisfied and the output signal from the ABS Control Module is less than 6.2 mph.

Vehicle Speed Interface Monitoring Strategy Description P0500 Rationality check

Component/ Fault System Codes

Vehicle Speed Signal

Malfunction Criteria

Threshold value

Secondary Parameter

Enable Conditions

Signal output

< 6.2 mph

Engine speed Fuel system status Engine coolant temperature Transfer gears

1000 < RPM < 1320 fuel cut-off > 60° C High range

Time Required

MIL Illumination

3.0 sec/ two driving continuous cycles

If the above table does not include details of the following enabling conditions: - intake air and engine coolant temperature, vehicle speed range, and time after engine start-up then the state of these parameters has no influence upon the execution of the monitor.

5.19.2 Drive Cycle Information P0500

Land Rover

Drive Cycle C

Revision Date: September 2004

Page 78 of 84

5.20 Transfer Box Control Module Interface 5.20.1 Description The ECM communicates with the Transfer Box Control Module via CAN. The data within the CAN message is checked for robustness and CAN generated fault information.

Transfer Box Control Module Interface Component/ Fault System Codes

Transfer Gear Status

Monitoring Strategy Description

Malfunction Criteria

Threshold value

P2772 Calculated gear ratio not (Low Range (from CAN bus) = 1 the same as CAN And (Calculated Low Range = 0) Message (Gear Ratio = or (Low Range (from CAN bus) = 0 (OSS/Vehicle Speed) x and Calculated Low Range = 1) FDR) Change not in progress AND P2771 Plausibility test of CAN data ((Low Range (from CAN bus) = 1 and Selector not in Low Range) or (Low Range (from CAN bus) = 0 and Selector in Low Range))

Secondary Parameter

Enable Conditions

Time Required

MIL Illumination

A/T selector

Not Park or Neutral > 0.0 RPM > 0.0 mph > 10.0 V No error

60.0 sec/ continuous

no

OSS Vehicle speed Battery voltage Status of CAN link to Transfer Box Controller

If the above table does not include details of the following enabling conditions: - intake air and engine coolant temperature, vehicle speed range, and time after engine start-up then the state of these parameters has no influence upon the execution of the monitor.

5.20.2 Drive Cycle Information P2772 P2771

Land Rover

Drive Cycle F Drive Cycle F

Revision Date: September 2004

Page 79 of 84

5.21 CAN System 5.21.1 Description The ECM communicates with several vehicle system Control Modules by using the CAN high-speed data system. An error is detected if the ECM receives no CAN messages for at least 0.5 seconds from the TCM or for at least 1.0 second from the Transfer Box Control Module.

CAN System Monitoring Strategy Description CAN System P1646 Bus Check Component/ System

Fault Codes

P1651 Bus Check

Malfunction Criteria

Threshold value

Secondary Parameter

Enable Conditions

Time Required

MIL Illumination

No CAN messages from TCM for

> 0.5 sec

Battery voltage

> 10.0 V

No CAN messages from Transfer Box Controller for

> 1.0 sec

Battery voltage

> 10.0 V

immediate/ continuous immediate/ continuous

two driving cycles No MIL

If the above table does not include details of the following enabling conditions: - intake air and engine coolant temperature, vehicle speed range, and time after engine start-up then the state of these parameters has no influence upon the execution of the monitor.

5.21.2 Drive Cycle Information P1646 P1651

Land Rover

Drive Cycle A Drive Cycle A

Revision Date: September 2004

Page 80 of 84

5.22 Fuel Injectors 5.22.1 Description Each fuel injector (total of 8) is driven directly by the ECM. The ECM monitors the output power stages of the injector drivers for electrical faults. A fault is detected if any of the following conditions is satisfied: 1. Fuel injector driver short circuit to B+, i.e. the driver current is greater than 2.4 Amps.

2. Fuel injector driver short circuit to GND, i.e. the driver voltage is less than 3 volts.

3. Fuel injector driver open circuit, i.e. the driver voltage is less than 5 V.

Fuel Injectors Component/ System

Fault Codes

Monitoring Strategy Description

Malfunction Criteria

Threshold value

Secondary Parameter

Enable Conditions

Fuel Injector

P0201 to P0208 P0261/0264 P0267/0270 P0273/0276 P0279/0282 P0262/0265 P0268/0271 P0274/0277 P0280/0283

Circuit continuity open circuit Circuit continuity short circuit to GND

Voltage range (minimum) Voltage range (minimum)

voltage < 5 V

Battery voltage Engine speed

9.5 V< B+ < 17 V > 40 rpm

Circuit continuity short circuit to B+

Current range (maximum)

current > 2.4 A

Time Required

MIL Illumination

immediately/ two driving continuous cycles

voltage < 3 V

If the above table does not include details of the following enabling conditions: - intake air and engine coolant temperature, vehicle speed range, and time after engine start-up then the state of these parameters has no influence upon the execution of the monitor.

5.22.2 Drive Cycle information P0201 to P0208 Drive Cycle A P0261 Drive Cycle A P0264 Drive Cycle A P0267 Drive Cycle A P0270 Drive Cycle A

Land Rover

Revision Date: September 2004

Page 81 of 84

P0273 P0276 P0279 P0282 P0262 P0265 P0268 P0271 P0274 P0277 P0280 P0283

Land Rover

Drive Cycle A Drive Cycle A Drive Cycle A Drive Cycle A Drive Cycle A Drive Cycle A Drive Cycle A Drive Cycle A Drive Cycle A Drive Cycle A Drive Cycle A Drive Cycle A

Revision Date: September 2004

Page 82 of 84

5.23 Idle Speed Control Actuator 5.23.1 Description The ECM controls the engine idle speed based on various engine/vehicle operating conditions.

There is one Idle Speed Control Actuator functional check, a fault is detected if: 1. The enabling conditions are satisfied and the actual engine speed differs from the desired engine speed by more than100RPM.

Idle Speed Control Actuator Component/ System

Idle Speed Control

Fault Monitoring Strategy Codes Description P0506 P0507

Functional check Lower Higher

Malfunction Criteria

Threshold value

Actual - Desired RPM ± 100 RPM

Secondary Parameter

Enable Conditions

Time Required

MIL Illumination

Vehicle speed ECT Relative engine load Transfer gears

0 mph > 80° C < 50% High range

immediately/ once per driving cycle

two driving cycles

If the above table does not include details of the following enabling conditions: - intake air and engine coolant temperature, vehicle speed range, and time after engine start-up then the state of these parameters has no influence upon the execution of the monitor.

5.23.2 Drive Cycle Information P0506 P0507

Land Rover

Drive Cycle C Drive Cycle C

Revision Date: September 2004

Page 83 of 84

5.24 Electronic Throttle Interface 5.24.1 Description The Electronic Throttle Interface consists of 2 PWM output drives to control the throttle blade position, with 2 analogue signals for throttle position feedback. The 2 position signals have inverted characteristics.

There are three Electronic Throttle diagnostic checks, a fault is detected if: 1. The battery voltage is greater than 7 volts and the difference between the actual and target throttle position is greater than 4%.

2. Throttle control – unable to learn the lower mechanical stop position.

3. Throttle control – return spring problem.

Electronic Throttle Interface Monitoring Strategy Description P2108 Rationality check P2176

Component/ Fault System Codes

Throttle Valve Actuator

P2119

Malfunction Criteria

Threshold value

Secondary Parameter

Enable Conditions

Difference between actual and target position Throttle control – unable to learn lower mechanical stop Throttle control – return spring problem

> 4%

Battery voltage

>7V

> 80%

Time Required

MIL Illumination

0.50 sec/ two driving continuous cycles Driver status Fault indication 0.60 sec/ Battery voltage >7V continuous

If the above table does not include details of the following enabling conditions: - intake air and engine coolant temperature, vehicle speed range, and time after engine start-up then the state of these parameters has no influence upon the execution of the monitor.

5.24.2 Drive Cycle Information P2108 P2176 P2119

Land Rover

Drive Cycle C Drive Cycle A Drive Cycle A

Revision Date: September 2004

Page 84 of 84